Automatic motor control.



No. 834,147. PATENTED OCT. 23, 1906. S. H. LIBBY. AUTOMATIC MOTOR CONTROL.

APPLICATION FILED MAY 21, 1904.

2 SHEETS-SHEET 1.

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TH/E8558: INJENTUFG Sam H. Libb bLd mtg No. 834,147. PATENTED OCT. 23, 1906. S. H. LIBBY.

AUTOMATIC MOTOR CONTROL.

APPLICATION FILED MAY 21, 1904.

2 SHEETS-SHEET 2.

Witnesses. Inventor:

V kLiigotm H. Libby.

ange, county of Essex, State of New Jersey UNITED STATES PATENT OFFICE.

SAM H. LIBBY, OF EAST ORANGE, NEW JERSEY, ASSIGNOR TO SPRAGUE ELECTRIC COMPANY, A CORPORATION OF NEW JERSEY.

AUTOMATIC MOTOR CONTROL- Specification of Letters Patent.

Patented Oct. 23, 1906.

Application filed May 21, 1904- Serial N0. 209,035.

To all whom it may concern.

Be it known that I, SAM H. LIBBY, a citizen of the United States, residing at East Orhave invented certain new and useful improvements in Automatic Motor Control, of which the following is a specification.

My invention relates to automatic systems of control for electric motors, and is particularly applicable to the control of motorriven air-compressors.

The object of my invention is to provide a novel control system which shall insure the most eflicient operation of the motor, which shall protect the motor and its circuits against overloads from any cause, and which embodies a number of novel features for accomplishing this end. When an electric motor is employed to drive an air-compressor, it is necessary that the motor should be started and stppped automatically, so as to maintain the pressure in the reservoir within predetermined limits. It is also essential that the motor should be started with resistance in circuit, and for most eflicient operation it is essential that this resistance should be gradually cut out as the motor speeds up, and since the starting friction of an air-compressor is large it is usually advisable to provide means for opening a relief-valve at starting, so that the motor may start under a frictionload only and need not begin to compress air until it has brought the compressor up to speed. This is especially important in the case of motors belted to compressors, since in a belt-drive the motor is likely to throw the belt if started under too heavy a load. If the motor-circuit is interrupted or if the current fails while the motor is operating, it is essential that the resistance be autonzatically cut into circuit with the motor, so that when the motor is again ener ized it will start under proper conditions. t is also advantageous to employ a check upon the resista'nce-controlling mechanism .to prevent the mechanism from cutting out the resistance too rapidly, thereby overloading the 1 motor and perhaps blowing a fuse.

One feature of my invention consists in organizing and arranging a control-circuit adapted to meet all the requirements which have been set forth above.

Another feature of my invention consists trolling mechanism arranged in accordance with my invention. Fig. 2 shows a front elevation of the same, and Fig. 3shows diagrammatically the connections of the main motor and its control-circuit.

Referring first to Figs. 1 and 2, m represents a pilot-motor adapted for rotation in either direction and driving the screw it, which by its rotation raises and lowers the cross-head d, which engages the stationa contacts of the resistance-controlling swite 1 R R represent resistances adapted for connection in the circuit of the main motor and connected to the stationary contacts of the switch D. A represents the main controlling-solenoid, which I shall hereinafter designate as the circuitcloser. This circuitcloser A is provided with a number of bridg- 'mg members cooperating with the stationary contacts a. to a C is a second solenoid, which I shall hereinafter term the throttle, which acts to prevent a too rapid withdrawal of resistance from the main motorcircuit by checking the action of the pilot-motor m. B represents another solenoid, which I shall hereinafter designate as the reliefvalve trip. The core of the solonoid B enga es the lever G, which is connected to a relie -valve g, by means of which the load may be removed from the iston of the air-compressor at starting. re resents the pressure-o erated governor, a apted t0 vary-the contro -circuits when the air-pressure falls above and below certain limits. The governor F consists of a double diaphragm, each diaphragm carrying a point i, pressing against levers h and h respectively. Lever k is pivoted to the statlonary member h and carries at its other end the link M, which is also connected to one end of the lever h The spring J tends to draw levers h and k to- ICC gether. it will be seen that this arrangement of links and leverss produces a very large movement of the upper end of lever h for a small relative movement of the double diaphragm F. The upper endollever h engages by a lost-motion connection the link h, which carries the pivoted member h Member h is slotted at its lower end and engages stationary pin f. Spring 3' exerts a constant downward pull upon the link it, holding it in engagement with the upper end of lever h and tending to rotate the member If around the pin f whenever member b is moved in either direction from a vertical position. Member 7&5 when moved in either direction from the vertical en ages a stationary contactf orf. it will be seen that by means of the spring j and by a lost-motion connection between link h and lever h a quick closing action is obtained between lever 7L and contacts J 2 and f Referring especially to Fig. 1, it will be seen that the armature of pilot-motor m is out of alinement with the fields. Fig. 1 shows the position of the armature when motor m is dencrgized. The motor-shaft carries a friction-disk 0, which when the armature is in the position shown engages a stationary friction-disk 0, which supports the weight of the armature. When motor m is energized, the armature is raised by the fieldflux into alinement with the field and the friction-disk 0 is raised out of engagement with the friction-disk 0. When motor m is deenergized, the armature falls and its weight presses disk 0 upon disk 0. The d sks 0 and 0 thus art as a brake to stop the motor m instantaneously when the circuit of the motor is broken and to release the motor m on the instant that the motor is reenergized. This action is made automatic by the construction of the motor itself.

Referring now to Fig. 3, the arrangement and connections of the control-circuit will be explained. The arts which were shown in Figs. 1 and 2 an which have been discribed in connection therewith are indicated by the same letters as in those fi res. M represents the main motor, and 1 represents the source of current for main motor M and for the control system. The armature-circuit of the main motor is shown in heavy lines, while the control-circuit is shown in light lines. P is an air-compressor driven by the motor and pumping air into a reservoir 1". s to 8 represent switches by means of which the mam circuit and the several portions of the control circuit may be 0 ened and closed. These switches may be a jacent to or at any desired distance from the motor M and its controlling mechanism.

The operation 'is as follows: Assume that switches s to s are all closed and the gov ernor mechanism in the position shown, corresponding to the lower limit of pressure,

with member 71 in engagement with contact f. The circuit ol" the main motor M will be. opened at contacts a and a? of the circuiteloser A, but the following circuits will be closed in the control system: from line L, switch 8 circuit-closer A, contact d at the bottom of switch D, contact d, governorcontact f pin f to earth E. A second circuit is also closed from line L, switch 8', relief-valve trip B, contact I), contact (Z at the upper end of switch D, contact d, governorcontact f pin f to earth E. Circuit-closer A and relief-valve trip B will both draw up their armatures, the relief-valve trip by its action opening the valve on the air-compressor to relieve the pressure on the air-compressor-piston. Circuits will then be closed as follows: from line L, switch 8, armature of motor 'm, lower half of field of motor m, contact c of throttle C, contact 0, contact a of circuit-closer A, contact a, cont-act b of relief-valve trip B, contact I), contact (1 at the upper end of switch D, contact at, governorcontact f pin f to earth E. motor m is then closed, so as to start and rotate screw n in the position to raise crosshead (I. It will be noted that the circuit of motor m is closed by contacts controlled by throttle C, circuit-closer A, and relief-valve trip B in series, so that the movement of the cores of any one of these solenoids will open the circuit of the pilot-motor. By the closing of circuit-closer A the circuit of motor M isclosed at contact a and (L The field ircuit is thereby connected between line L and earth E. The armature-circuit is still open, however, at the switch D. When cross-head d rises a sufiicient amount to engage the low est contacts of switch D, the armature-circuit is closed with all the resistances R R in series therewith. Motor M consequently starts with the proper amount of resistance in series. As cross-head (1 rises the contacts (1 and d are raised, contact 11 being pressed upward by a spring, as shown in Fig. 1, so as to engage contact (1, contact (1 being similarly pressed up, so as to leave contact d and to engage contact (1. The circuit of circuitcloser A is not opened, however, by contact (1 leaving d since these contacts, as well as the contacts of the governor, have been shortcircuited by the rising of circuit-closer A, which brings its lowest bridging member into engagement with contacts a and a. If the starting-current of the motor exceeds a predetermined amount, throttle O is actuated and lifts its core, opening the circuit of pilotmotor M at contacts 0 and 6 thereby preventing any further movement of cross-head cl and further cutting out of resistance until motor M speeds up a sufficient amount to raise its back electromotive force, so as to reduce the current-flow in the armature-circuit. Throttle C then allows its core to fall, I again closing the circuit of pilot-motor m and The circuit of as shown in Figs. 1 and 2.-

- circuit is broken, but one is completed.

allowing it to raise cross-head d still farther to cut out more resistance from the armature-circuit of motor M. This action continues until cross-head (1 reaches. the top contacts of switch D. At this point the resistances R R are out of circuit, and motor-armature M is connected directly to line. At the same time cross-head (1 opens the circuit of pilot-motor m at contacts (1 and d, the actual construction of these contacts being Pilot-motor m consequently stops. Contacts d and d also operate'to open the circuit of relief-valve trip B. The core of relief-valve tri B is allowed to fall, thereby closing the reiief-valve and throwing the load onto the air-compressor. The motor consequently begins to com ress air and operates until the ressure reac es a predetermined oint at w 'ch the expansion of the double diaphragms of governor F produces a movement of the governor levers and snaps lever h from contact f 2 to contact f The circuit of pilot-motor m is then closed as follows: from line L to switch .9, armature of motor m, upper half of the field, contact (1 contact (1 governor contact f member if, pin f to earth E. The pilot-motor m is then connected to rotate screw n in the proper direction to lower cross-head d and gradually to insert resistances R R again in series with the motor-armature. This continues until cross-head d leaves the lowest contacts of switch D, thereby opening the circuitof motor M and stoppin the air-compressor, and until the cross-hea d engages contacts d and d opening the circuit of pilot-motor m at contacts d and (l The circuits of the pilot-motor are-then ready to .be closed foragain starting the mot-or when the pressure in the'air-compressor falls sufficiently to again shift the governor-contact. It will-be noted that whenever the switch member h is automatically moved from one cooperatin contact to the other by reason of a T188 or fa l inthe pressure no live In the position shown the switch member if and the contact f are shortcircuited by the switch-arm d and contact (1 as soon as the part D is raised. Again, the reversing-circuit for the pilot-motor is broken at d so that when the pressure falls after the switch member h has been moved into engagement with contact f 3 no current is flowing through contact f and therefore no are can form upon moving the contacts out of engagement with each other. The lost motion between the members if it however, permits the spring y" to snap the switch-arm 7L5 quickly into circuit-closing position after it has been partly actuated in either direction by the member h The control of motor M is thus entirely automatic, and the pressure of the air-compressor is maintained within roper limits. Furthermore, by means of t ottle C an excess flow of current to overload the I motor or to blow a {use is prevented and most elliclent operatlon of the motor is socured. Throttle 0 could be omitted and the speed of pilot-motor m adjusted soas not'to :starting unless the relief-valve is o en, thereby preventing too great a load om being thrown on the motor at starting and doing away with all danger of throwing the motor-- belt.

Relief-valve trip B may be omitted when circumstances do not require its use. By means of circuit-closer A if the current fails during the operation of the main motor the circuit of the main motor is opened and cannot be closed again until the resistances R R are cut into circuit and cross-head d has been returned to its lowest or off position, thereby closing the circuit of circuit-closer A- at contacts d and d. The opening of circuit-closer A closes the circuit of pilot-motor m through contacts (1 (1 a, and a to earth E, so that motor m is properly connected to cut the resistance into circuit when the current comes on again. Circuit-closer. A thus be greater than when the.

acts as a no-voltage-release magnet eleetrically interlocked with the resistance-controlling switch D. In this way notonly is eflicient operation of the main motor secured,

but all possibility of overload is guardeda ainst without the emdployment of fuses, w ich when blown woul render the system imiperative until replaced. I

have thus shown and described a com plete automatic control system which comprises a number of novel features, which, though-I prefer to-use them together, may with advantage be used separately. These features I desire to claim, whether used together or not. Much of the system as here IOO IIO

described is applicable to other apparatus besides air-compressors-as, for instance, to liquid-storage reservoirs. Furthermore,-many modifications may be made in the parts of the control mechanism and their connections which do not depart from the spirit of my invention, and I aim in the appended claims to cover all such modifications which are within the spirit and scope of my invention.

What I claim as new, and desire to-secure by Letters Patent of the United States, is

1. In combination with a main motor, resistances adapted to be connected in circuit therewith, an auxiliary motor, a screw driven thereby, a contact arranged to be reciprocated by said screw, stationary contacts connected to said resistances and adapted to be traversed by said reciprocating contact, a

\ said mechanism is in off and an automatic governor including a member operated by compressed fluid adapted to reverse said auxiliary motor.

2. In combination with a main motor, re sistances adapted to be connected in circuit therewith, an auxiliary motor, a screw driven thereby, a contact arranged to be reciprocated by said screw, stationary contacts connected to said resistances and adapted to be engaged by said reciprocating contact, switch-contacts adapted to be operated by said reciprocating contact at each extremity of its travel and to 0 en the circuit of said auxiliary motor, a uid-compressor driven by said main motor, and an automatic governor including a member operated by compressed fluid adapted to reverse said auxiliary motor.

3. In combination with a main motor, a variable resistance connectedin circuit therewith, an auxiliary motor controllin said resistance, an automatic governor a apted to reverse said motor, and an electromagnet adapted to open the circuit of said auxiliary motor upon a redetermined excess current-flow throug said main motor and to close said circuit again upon a cessation of said excess flow.

4. In combination with a main motor, a starting resistance therefor, an auxiliary motor, a mechanism driven thereby and adapted to out said resistance out of circuit, a magnet and contacts controlled thereby arranged to open the circuit of the main motor and of the magnet when said magnet is deenergized, and contacts controlled by said mechanism and arranged to close the circuit of said magnet independently of the firstnamed contacts only when said mechanism is in its off position.

5. In combination with a main motor, a starting resistance therefor, an auxilia motor, a mechanism driven thereby and adapted to out said resistance out of circuit, a novoltage-release" magnetarran ed to open the circuit of the main motor and its own circuit upon failure of current, and means for closingthe circuit of said magnet only when osition.

6-.. In combination with a driving-motorfor an air-compressor, a starting resistance therefor, an auxiliary motor, -a mechanism driven thereby and adapted to out said resistance out of circuit, electroresp'onsive means for relieving compression at starting, and means for denergizing said electrocasponsive means when said resistance is cut out of circuit.

7. In combination with a, driving-motor for an air-compressor. a. starting resistance therefor, an auxiliary motor, a mechanism driven thereb and adapted to out said resistance out o circuit, a magnet arranged to relieve com ression at startmg, and switchcontacts a apted to bev operated by said mechanism and arranged to denergizesaid magnet when said resistance is cut out of circuit. I

8. In combination with a driving-motor for an air-compressor, a starting resistance therefor, an auxiliary motor, a mechanism driven thereby and adapted to out said resistance out of circuit, a pressure-operated governor controlling said motor, a magnet arranged to relievecompression at start' connections between said magnet and said governor whereby said ma et is energized when said governor closes t e circuit of saidauxiliary motor for cutting out said resistance, and switch-contacts adapted to be op. erated by saidmechanism and arranged to denergizesaid magnet when said resistance is out out of circuit.

9-. In combination, a motor having an armature movable axially when said motor is energized, and" a brake for said motor arranged to be released by said movement. 10. In combination, a motor havf aver-- tical shaft and an armature adapts tobe lifted by the fieldrfiux when the motor is energized, and a brake for said motor arran ed to be released when said armature is liftef.

11. Incombination, a motor havin a vertical shaft and anarmature adapte to be lifted by the field-flux when the motor is energized, a friction-disk carried by said shaft, and a stationary friction-disk adapted to engage the first disk and ,to' support the-weight of said armature when the motor is deenergized. I l

1.2. In combination with a main motor, a starting resistance therefor, an auxiliary inc tor, a mechanism driven thereby and adapted to out said resistance out of and into circuit, a no-voltage-release magnet arranged to open the circuit of the main'motor and its own circuit upon failure of current and to connect said auxiliary motor for cutting in said resistance, and means 'for closing the circuit of said magnetonly when said resistance is cut in. r

In witness whereof I- have hereunto set my hand this 17th dayof May, 1904.

. SAM H. LIBBY.

'Witnesses: 7 I

I ANNA M. Gnnm, Rosna H. BUTTERWORTH. 

